DB Manual DB Manual Work procedures for permanent way maintenance 7th revised and extended edition Work procedures for permanent way maintenance Bahn Fachverlag www.bahn-fachverlag.de ISBN: 978-3-943214-03-1 Lothar Marx Dietmar Moßmann In co-operation with: This DB manual provides specialists and managers who plan and execute work on the permanent way with knowledge concerning the interaction of personnel, machines, devices and track equipment during permanent way maintenance. The authors clearly describe the work procedures involved in the repair and installation of tracks and switches, including ballast cleaning and mechanical tamping work. Both formation rehabilitation methods and day-to-day maintenance are dealt with. The reader is familiarised with inspection and maintenance work as well as the acceptance of permanent way services. The authors also deal with the relatively new topic of „ballastless permanent way systems“ (ballastless track system) and provide an outlook concerning further developments in track maintenance machines and working procedures. EX EXTRACT! XT
43
Embed
Work procedures for permanent way · PDF fileWork procedures for permanent way maintenance 7th revised and ... 3.3 Substructure of old tracks 48 ... 9.1.4 Mobile continuous welded
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
DB Manual
DB
Man
ual
Wo
rk p
roce
dur
es f
or
per
man
ent
way
mai
nten
ance
7th revised and extended edition
Work procedures for permanent way maintenanceBahn Fachverlag
www.bahn-fachverlag.de
ISBN: 978-3-943214-03-1
Lothar Marx
Dietmar Moßmann
In co-operation with:
This DB manual provides specialists and managers who plan and execute work on the permanent way with knowledge concerning the interaction of personnel, machines, devices and track equipment during permanent way maintenance. The authors clearly describe the work procedures involved in the repair and installation of tracks and switches, including ballast cleaning and mechanical tamping work. Both formation rehabilitation methods and day-to-day maintenance are dealt with.
The reader is familiarised with inspection and maintenance work as well as the acceptance of permanent way services. The authors also deal with the relatively new topic of „ballastless permanent way systems“ (ballastless track system) and provide an outlook concerning further developments in track maintenance machines and working procedures.
EXTRACT!
EXTRACT!
EXTRACT!
DB ManualPublished by Bahn Fachverlag
EXTRACT!DB ManualEXTRACT!DB Manual
Published by Bahn Fachverlag
EXTRACT!Published by Bahn FachverlagDB Manual
Published by Bahn Fachverlag
Lothar Marx • Dietmar Moßmann
Work procedures for permanent way maintenance
7th revised and extended edition
EXTRACT!
German National Library bibliographic information The German National Library catalogues this publication in the German National Bibliography; detailed bibliographic information can be found in the Internet under http://dnb.d-nb.de.
Lothar Marx • Dietmar Moßmann
Work procedures for permanent way maintenanceDB manual
7th revised and extended edition – Bahn Fachverlag GmbH, Berlin 2012
Publisher: Bahn Fachverlag GmbH in co-operation with DB Training, Learning & Consulting
9.7 Track renewal in a two-sleeper cycle with the SUZ 500 UVR 229
9.8 Track renewal train SUZ 500 with SVM 98 234
9.8.1 Preconditions for using the SUZ 500 234
9.8.2 Preliminary work 235
9.8.3 Organisation 235
9.8.4 Special features 236
9.8.5 Track renewal with SUZ 500 236
9.8.6 Subsequent operations (not usually by SUZ personnel) 238
9.8.7 Unloading and forwarding the continuous welded rails with the rail forwarding machine (SVM) in combination with high-speed track renewal machine SUZ 500 239
9.9 Donelli gantry crane 239
9.10 Track assembly 242
10 Renewal of switches 248
10.1 General 248
10.2 Preconditions (unloading, assembly) 251
10.3 Revolving cranes (Sk) 259
10.4 Renewal machine unit for switches and tracks (UWG) 269
10.5 Switch renewal with switch renewal machine WM 500-U 272
10.6 Switch transport wagon 276
10.7 Ready-to-install, fully-assembled large switch parts from the switch supplier 278
10.7.1 Goal setting 278
10.7.2 Technical solution 278
10.7.3 Complete assembly in the switch factory 280
17 Loading and unloading systems for waste removal and ballast laying 496
17.1 General 496
17.2 Material conveyor and hopper unit (MFS 38, 40, 100-S, 250), belt storage device (BSG 60), bulk freight hopper wagon (BSW 11000 and 2000) and road-rail MFS 496
23.3 Maintenance and repair of the rail running tables 719
23.4 Sound-reducing measures 720
23.4.1 Measures on the rail 720
23.4.2 Absorbent running track coverings 720
23.4.3 Measures in the propagation path 720
23.4.4 Measures at the immission point 721
23.5 Vibration-reducing measures 721
23.5.1 Measures in the superstructure system 721
23.5.2 Measures in the propagation path 722
23.5.3 Measures at the immission point 722
24 Assessment and acceptance of track maintenance 723
24.1 Principles 723
24.1.1 General 723
24.1.2 Acceptance 723
24.2 Acceptance of new track construction or track renewal 727
24.2.1 General 727
24.2.2 Acceptance following new track construction or track renewal 727
24.2.3 SR0 values for new track construction or track renewal 730
24.2.4 SR0 values of the geodetic location of the track and other measurements 732
24.2.5 Checklist for acceptance documents 733
24.3 Acceptance of new switch construction and switch renewal 734
24.3.1 General 734
24.3.2 Object of acceptance 734
24.3.3 Acceptance following new switch construction and switch renewal 734
24.3.4 SR0 values of the switch geometry 736
EXTRACT!
EXTRACT!23.1.5 Vibrations 715
DB manual - Work procedures for permanent way maintenance16
24.4 Acceptance of track maintenance 738
24.4.1 General 738
24.4.2 Acceptance of track maintenance 738
24.4.3 Evaluation of the acceptance survey 739
24.5 Acceptance of switch maintenance 740
24.5.1 General 740
24.5.2 Acceptance of switch maintenance 740
24.5.3 SR0 values for switch maintenance 741
24.6 Acceptance of welded joints on rails 742
24.6.1 General 742
24.6.2 Principles 743
24.6.3 Working equipment 743
24.6.4 Acceptance of welded joints on rails 743
24.7 Acceptance of rail processing 748
24.7.1 General 748
24.7.2 Acceptance of rail processing 748
24.7.3 Guideline acceptance values following rail processing 750
24.7.4 Guideline acceptance values following the creation of special profiles 753
25 Further developments 754
25.1 General 754
25.2 SUZW 500 – new technology for track renewal in conveyor belt technology, H.F. WIEBE 754
25.3 Ballast bed cleaning machine RM900VB 759
25.4 Mobile maintenance system ROBEL 69.70 763
25.5 Ballastless track system DW prefabricated concrete track panels as the rail support system 768
25.5.1 System description 769
25.5.2 Routing principles 769
25.5.3 Construction implementation 769
25.6 The DURFLEX superstructure system 771
DB manual - Work procedures for permanent way maintenance17
25.6.1 Characteristics of DURFLEX® 771
25.6.2 Laying procedure (Durfl ex installation) 772
25.6.3 Removal procedure and recycling 774
25.7 Navigable ballastless track system 774
25.7.1 System description 774
25.7.2 Laying procedure on earthworks (rough construction sequence) 776
25.8 The ZSX twin sleeper – the special pre-stressed concrete sleeper 776
25.8.1 The development objectives of the ZSX twin sleeper 776
25.8.2 Laying procedure 777
25.9 DURMINOR®, the low noise protection wall 780
25.10 New developments in ballastless track system design types 784
25.10.1 "New ballastless track system" (NFF) design type 784
25.10.2 "Naumburger Bauunion" (NBU) design type 785
Annex
Abbreviations 787
Units of measurement 788
Advertisers 789
DB guidelines and DIN standards 790
Index 792
Authors 796
EXTRACT!
EXTRACT!25.6.1 Characteristics of DURFLEX® 771
DB manual - Work procedures for permanent way maintenance18
Ihre AnzeigeYour Advertisement
DB manual - Work procedures for permanent way maintenance19
Preface
The number of editions of the "Work procedures for permanent way maintenance" manual which have been published so far indicates the dynamic and extensive developments in railway permanent way maintenance procedures since the fi rst edition of the book 25 years ago.
This 7th edition is a snapshot of the current track and switch inspection, maintenance and repair technologies. The detailed descriptions of work procedures in interaction with personnel, machines and equipment lend this DB manual the status of a reference work for students, newcomers to the profession, specialist tutors and trainers.
The topics surrounding permanent way main-tenance are rounded off by an insight into new technologies. The compatibility of new work procedures, further developed components or modifi ed machines and equipment with the increasing scheduling and fi nancial dependencies in permanent way maintenance will have to be verifi ed in operational trials.
DB Netz AG is extensively interested in the further development of maintenance procedures. Due to the increasing requirements being made on the availability of the permanent way, the railway infrastructure urgently requires diverse work procedures to economically maintain its facilities. In this regard, DB Netz AG is one of the track construction industry's most important partners.
I would like to cordially thank the two authors and former employees, Mr. Lothar Marx and Mr. Dietmar Moßmann, for their work. They have again vigorously taken up an elementary railway topic in order to practically address the requisite knowledge and information.
I sincerely hope that this manual's readers are able to fi nd answers to their questions, and to extend and pass on their knowledge. Let us hope that this leads to stimuli for further developments in permanent way maintenance.
Oliver Kraft, CEO of DB Netz AGOliver Kraft, CEO of DB Netz AG
EXTRACT!
EXTRACT!
DB manual - Work procedures for permanent way maintenance20
Preliminary remarksThe maintenance of tracks and switches to guarantee operational safety necessitates knowledge of the work procedures, the relevant working methods and the individual track machinery and equipment. The authors' task was therefore to clearly and understandably convey the process technology applied at DB Netz AG to all interested parties.
This new edition of the manual is intended to be used as a training and advanced training document and to provide knowledge regarding the interaction of personnel, machines and track equipment in permanent way maintenance.
Changes have particularly arisen due to the inclusion of: track renewal train RU 800 S,❚❚
track renewal train SUM 315,❚❚
the P 95-SR track renewal trains,❚❚
track renewal train P 100, ❚❚
ballast cleaning machines RM 95-700 and RM 95-800 W,❚❚
the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,❚❚
the survey procedures EM-SAT, GEDO and GRP,❚❚
the switch transport wagon WTW,❚❚
the new formation rehabilitation machine PM 1000,❚❚
rail milling machine SF 03,❚❚
track renewal train SUZW 500.❚❚
New chapters dealing with the following topics have also been added: Track equipment,❚❚
❚❚ Substructure, ❚❚ Line layout and routing,Ballast bonding,❚❚
Noise insulation.❚❚
The installation and maintenance of the ballastless track system (FF) are additionally described. The ballastless track systems have also been further developed, particularly the RHEDA, Züblin, Bögl and Infundo design types.
The technical status of the work procedures is documented up to September 2010.
At this point, we would like to thank all of our expert colleagues for their friendly assistance and helpful advice. We would also like to thank the track maintenance companies and the manufacturers of the machines, equipment and materials required for maintenance for their valuable support and for providing us with documents which contributed towards making this manual a success. We would particularly like to thank Messrs. Armbruster, Dietrich, Dr. Hetzel, Knöfel, Dr. Kratochwille, LeDosquet, Rausch and Zück of DB for their kind co-operation. Additional thanks go to Mr. J. Rauch (IBES Baugrundinstitut GmbH) and Dr. Stefan Lutzenberger (Müller-BBM GmbH) for their supporting preliminary work.
Mainz, September 2010 The authors
VORWORT
the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,
VORWORT
the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,the survey procedures EM-SAT, GEDO and GRP,VORWORT
the survey procedures EM-SAT, GEDO and GRP,VORWORTthe switch transport wagon WTW,
VORWORTthe switch transport wagon WTW,the new formation rehabilitation machine PM 1000,
VORWORTthe new formation rehabilitation machine PM 1000,
ballast cleaning machines RM 95-700 and RM 95-800 W,the new tamping machines for tracks (09-4X) and switches 09-475 Unimat 4S,the survey procedures EM-SAT, GEDO and GRP,the switch transport wagon WTW,the new formation rehabilitation machine PM 1000,
New chapters dealing with the following topics have also been added:
DB manual - Work procedures for permanent way maintenance21
General1 The task of permanent way maintenance is to provide the user (passenger and goods transport) with an infrastructure which meets the requirements in terms of speed, load and safety according to technical and economic aspects. The DB Netz AG infrastructure encompasses around 64,000 km of track and around 67,000 switch units (Fig. 1–1).
Priority networkDemixing of faster and slower tra�c in economic corridors
High-performance networkSigni�cant additional routes outside of the priority network
"Network 21" in 2012
Routes for high-speed trainsRoutes for lower-speed trainsRoutes in the high-performance network
Corridors still without �nancing decision or in planning or under construction
Schematic portrayal
Abb XXX 1_en.pdf 1 14.06.12 15:34
DB Netz AG railway network showing the priority and high-performance network Abb. 1–1: Graphic: DB AG/Le Dosquet
EXTRACT!
DB manual - Work procedures for permanent way maintenance22
Commissioning of the routes:
Mannheim – Stuttgart in 1991,❚❚
Hanover – Würzburg in 1991,❚❚
Hanover – Berlin in 1998, ❚❚
Cologne – Frankfurt in 2002 and ❚❚
Nuremberg – Erfurt in 2006 ❚❚
represented milestones in the high-speed network (v > 160 km/h), which now covers a track length of around 5,000 km, whereby the permissible speed on the new lines (NBS) is 300 km/h with the ICE 3 (Fig. 1–2).
ICE 3 on the new Cologne – Frankfurt (M) lineAbb. 1–2:
It has also been possible to increase the speed throughout the existing network, whilst retaining the route parameters, thanks to higher-performance vehicles in passenger and goods transport (Figs. 1–3 and 1–4).
DB manual - Work procedures for permanent way maintenance23
ICE T with body-tilting technologyAbb. 1–3:
High-speed goods transport at 120 km/hAbb. 1–4:
In addition to the classic superstructure components (rail, sleeper and ballast), the installation of ballastless track system constructions (see Chapter 14.3) will also be described. Maintenance costs are to be reduced even further through innovative track constructions.
Each year, DB Netz AG spends considerable amounts of money on track maintenance and renewal. Performance of this work – often under diffi cult operational conditions –
EXTRACT!
DB manual - Work procedures for permanent way maintenance24
necessitates a high number of well-trained skilled civil engineering workers/track layers (internal employees and staff from track maintenance companies).
These employees are supported by track renewal trains (RU 800 S, SUM Q, UM 1 to 3, UM-S, SUM, SMD – 80, SUZ 500 UVR) and gantry cranes (e.g. UN, Donelli), renewal machine units for switches and tracks (UWG), 15 t to 150 t cranes plus WM 500 U, ballast cleaning machines (BRM) for tracks and switches as well as tamping machines for tracks and switches. Small machines and items of equipment are additionally available.
To organise this work, work specifications are drawn up for the deployment of track maintenance companies.
DB manual - Work procedures for permanent way maintenance25
2 Track equipmentGeneral2.1
The permanent way, consisting of the track and switch constructions including crossings and rail expansion joints, is generally the most highly-stressed part of the infrastructure. Since railways came into being, the ballast superstructure and its components, the rail, rail fastening, sleeper and ballast, have undergone signifi cant technical development, up to and including the currently familiar forms of the cross sleeper track and the ballastless track system design types. The superstructure products, design types or construction procedures may only be used if they have been certifi ed by the Federal Railway Offi ce and/or approved by DB Netz AG's headquarters.
This chapter will only deal with the currently conventional superstructure components.
The 2.2 railsToday, form 60 E2, 54 E4 and 49 E5 rails are generally used by Deutsche Bahn (Fig. 2–1). The rails are usually supplied in what is referred to as their naturally hard condition (pearlitic rails). As a rule, the rails used by Deutsche Bahn have a minimum strength of 700 N/mm², whilst wear-resistant rails have a minimum strength of 900 N/mm² (the tensile strength of the rail steel is used as rail strength σfracture [N/mm²]). To achieve higher rail strengths, pearlitic, naturally hard rails are additionally heat treated (e.g. head-hardened rails).
The rail's identifi cation includes the following data such as manufacturer, year of rolling, profi le and steel grade.
Rail forms with their most important dimensions Abb. 2–1: Graphic: DB AG/Stefan Balfanz
Today, a continuous welded rail track is usually produced. The rails are prefabricated in the factory and delivered to the installation location in lengths up to 120 m. Thanks to the lower number of welds, higher productivity during neutralisation, clamping and welding is
EXTRACT!
DB manual - Work procedures for permanent way maintenance26
achieved on the worksite. Joint gap rails are manufactured from rails with standard lengths of 30 m, 45 m or 60 m.
Profile transition rails are installed in tracks with different rail base widths and/or rails with height differences of >5 mm. For example, form 54 E4 rails must be fitted between form 60 E2 and form 49 E5 rails. Profile transition rails are usually prefabricated in the welding factory.
Rails have to meet requirements including the following:
High resistance to wear,❚❚
High fatigue strength,❚❚
High yield strength, tensile strength and hardness,❚❚
Good welding suitability,❚❚
High degree of purity,❚❚
Good surface quality and❚❚
Low internal stresses following production.❚❚
2.2.1 Insulated rails
Insulated rails are as long as the largest wheel-base which occurs (30 m) and are insulated from the opposite rail. To achieve this, both ends of the insulated rail are joined to the neighbouring rails by means of an insulated joint.
Insulated joints2.2.2
Due to safety reasons, insulated joints which prevent the passage of electrical current have to be installed in the track.
The production of insulated joints in the track has not proved worthwhile, and is therefore usually carried out in the factory. To do this, 3 to 5 m long rail sections are bonded using adapted fish plates and tensioned with high-strength bolts. A distinction is made between design type S and IVB 30° insulated joints manufactured in the factory and design type MT insulated joints produced in the track. Design type IVB 30° insulated joints currently have to be used as standard in tracks and switches. Design type MT insulated joints are only permissible if design type IVB 30° insulated joints manufactured in the factory cannot be used (e.g. structural joints of switches and crossings).
The finished insulated joints are welded into the track at the work site (see Figures 2–2 to 2–5).
DB manual - Work procedures for permanent way maintenance27
The 2.3 sleepersWood, concrete or steel can be used as construction materials for sleepers. The sleepers' tasks include:
Establishing and maintaining the track gauge,❚❚
Distributing and conducting forces on the ballast,❚❚
Locating the ❚❚ rails,Securing the position of the track,❚❚
Damping rail vibrations,❚❚
Reducing the influences of sound waves and body-borne sound waves on the environment.❚❚
The wooden sleepers2.3.1
Wooden sleepers are produced using oak, red beech, pine or larch, among other woods. The standard types of wood currently used in Europe are beech for dancing sleepers and oak for crossing timbers. All wooden sleepers are impregnated to protect them from rotting. The service life of an impregnated wooden sleeper is 30 to 45 years. They are unsuitable for high-speed lines with speeds in excess of 160 km/h, as they exhibit 15 percent lower lateral displacement resistance.
The steel sleepers 2.3.2
The steel sleepers are manufactured in trough form (Fig. 2–6). The material which is used is steel S235JR. They have a service life of between 40 and 60 years.
Advantages:
Low weight, so easier to handle,❚❚
Low installed height, so less ballast required,❚❚
Long service life.❚❚
DB manual - Work procedures for permanent way maintenance29
Disadvantages:
Lateral displacement resistance is lower in comparison with concrete sleepers,❚❚
More complex track insulation,❚❚
Increased ballast wear.❚❚
Steel sleeper ST 82 Abb. 2–6: Graphic: DB AG
2.3.2.1 Y-steel sleeper St 98
The Y-steel sleepers consist of two hot-rolled IB 100S broad-fl anged girders bent in an s shape and two straight girder sections with the same profi les. The steel profi les are joined at each end of the sleeper by means of two upper and two lower locks, which are welded to the girder fl anges (Fig. 2–7). The insulated support point S15 with tension clamp S14 is used as the rail fastening.
The Y-steel sleepers are used in both the ballast superstructure and the ballastless track system (FF) in combination with an asphalt base layer (ATS) (also see Chapter 14.3 "Ballastless track system"). In contrast to the "standard" steel sleeper, the Y-steel sleeper exhibits high lateral and longitudinal displacement resistance. Its disadvantages include more complex maintenance and tamping with switch tamping machines.
Installation of the Y-steel sleeper is carried out according to guideline 824.2060 and can be accomplished using all conventional procedures (e.g. with UM1, SUZ 500).
The Y-steel sleeper is not installed on earthwork foundations in high-speed lines.
EXTRACT!
DB manual - Work procedures for permanent way maintenance30
Special support pro�le IB 100S (20.8 kg/m)
Rail fastening S 15
Upper lateral lock for absorbing horizontal forces
Intermediate support with double support and interchangeable inserts
Lower lateral lock for forming lateral displacement resistance
Variable bending apart of the forks
Tension clamp Skl 14 in pre-assembled position
Abb. 2–7: Y-steel sleeper Graphic: ThyssenKrupp Gf T Gleistechnik GmbH
The 2.3.3 reinforced concrete sleeper
Today, reinforced concrete sleepers are the standard design type for standard-gauge rail-way tracks (Figs. 2–8, 2–9 and 2–10). The prestressed concrete sleepers most commonly used by Deutsche Bahn are the B 70 W-60, B 70 W-54, B70 W-24 and B 90 W-60/54. The significant advantages of reinforced concrete sleepers include their extensive prevention of track buckling caused by high weight, good gauge maintenance and long service life.
Each concrete sleeper must show the following identification:
Year of manufacture,❚❚
Rail base width,❚❚
Design series symbol,❚❚
Formwork number,❚❚
Factory symbol.❚❚
In addition to the static test, the dynamic bending test in which shock load in the track is simulated also has to be performed as part of the certification test for concrete sleepers. The fatigue test also forms part of the certification test, as does the measurement of electrical sleeper resistance (minimum ballast resistance = 3 ohm/km).
DB manual - Work procedures for permanent way maintenance31
Prestressed concrete sleeper B 70 W-(60 and 54) Abb. 2–8: Graphic: DB AG
Rail width requirement Form number Manufacturing dateDesign series and factory symbol
Prestressed concrete sleeper B 70 W 24 Abb. 2–9: Graphic: DB AG/Stefan Balfanz
Rail width requirement Form number Manufacturing dateDesign series and factory symbol
Design of dancing sleeper B 90 Abb. 2–10: Graphic: DB AG/Stefan Balfanz
Special forms of concrete sleeper2.3.4
The 2.3.4.1 twin sleeper
The conceptual design of the twin sleeper is based on the features of the B-70 sleeper. The sleeper width (57 cm) is doubled and its length is shortened by 20 cm. The sleeper height, fastening and support points are identical. Water channels are located on the outer side.
EXTRACT!
DB manual - Work procedures for permanent way maintenance32
These channels are raised in the centre so that the water is able to drain off outwards. The 3 cm laying gap between the sleepers is sealed using a soft PVC cover. This prevents the ingress of dirty water and surface water (Fig. 2–11).
Sleeper centre
Prestressed concrete Abb. 2–11: twin sleeper BBS 1 W – (60 and 54) Graphic: DB AG
The 2.3.4.2 padded sleeper
In this system, the concrete sleepers are "padded" with an elastic material on the under-side of the sleeper. Sylomer and Sylodyn have proved to be suitable materials for this (also see Chapter 14.9 "Installation of special sleepers"). As part of track or sleeper renewal or new track construction, sleepers with elastic bases or sub-ballast mats have to be installed in the area of man-made structures (e.g. bridges, tunnels, trough structures, passages) in order to reduce ballast stress.
Padded concrete sleepers offer advantages including the following:
Reduction of hard contact between the sleeper sole and ballast,❚❚
Reduction of ballast compaction,❚❚
The superstructure becomes more elastic,❚❚
Lines with padded sleepers❚❚ exhibit very high dimensional stability with little settling,Reduction of body-borne sound transmission,❚❚
Reduction of slip wave formation in radii with r < 500 m.❚❚
The requirements on sub-ballast mats and sleepers with elastic soles are regulated in DB standards DBS 918 071, DBS 918 145-1 and DBS 918 145-2 (technical terms of delivery).
The 2.4 sleepers of the ballastless track system
The sleepers for constructing the ballastless track system have been developed on the basis of the classic ballast superstructure (cross sleeper superstructure). This is the simplest method for ensuring the required track geometry (including the track gauge) in the ballastless track system. In this case, the sleepers may be concreted into the slab in combination with the rails (track panel) or individually.
DB manual - Work procedures for permanent way maintenance33
Diff erent sleepers such as prestressed concrete sleepers, conventionally reinforced concrete sleepers as twin-block concrete sleepers or steel sleepers are used for the diverse ballastless track system design types. The most common concrete sleepers currently used by Deutsche Bahn for certain ballastless track system design types are shown in the following (Figs. 2–12 to 2–18):
Weight: approx. 220 kgRail fastening: loarv 300/1
Züblin design type, concrete sleeper B 305 W-60 Abb. 2–12: Graphic: Ed. Züblin AG
ATD design type with twin-block concrete sleeper B 350 W-60Abb. 2–13: Graphic: Rail.One GmbH
Vossloh 300-1 rail fastening
Recess for dowel block Asphalt top layer
Asphalt bed structure, poss. several layers
Non-woven cloth 3 mm
Getrac design type with monobloc concrete sleeper B 316 W-60Abb. 2–14: Graphic: Rail.One GmbH
EXTRACT!sleepers such as prestressed concrete sleepers, conventionally reinforced concrete sleepers as twin-block concrete sleepers or steel sleepers are used for the diverse
DB manual - Work procedures for permanent way maintenance34
Switch sleeper on concrete bed structure Abb. 2–18: Graphic: DB AG
The 2.5 rail fasteningThe rail fastening is used to securely tension the rails on the sleepers and therefore ensures that forces are reliably conducted away, the rail is mounted with suffi cient elasticity and adequate resistance to longitudinal displacement is achieved.
One of the essential functions of the fastening system in the case of concrete sleepers is electrical insulation of the rail from the rest of the track panel. This is necessary to mini-mise track circuit signal losses which occur due to poor rail insulation from the foundation.
The forces acting vertically on the rail fastening are reduced by elastic rail pads beneath the base of the rail and by accompanying spring elements.
Some of the horizontal forces transverse to the rail are absorbed by the elastic rail pads, whilst the remainder are transferred directly onto the sleepers, e.g. through angled guide plates.
The forces in the track's longitudinal direction (starting, braking and temperature forces) are absorbed by the elastic rail pads and the tensioning element.
In an elastic rail fastening, the bolts are tightened in such a way that initial tension is achieved through the elastic clip or the spring rings. The fastening is constantly subject to the infl uence of force due to this initial tension. This leads to a constantly eff ective fastening even under the various forces induced by the train's wheel load. The hold-down force extensively determines the resistance to longitudinal displacement between the rail and the sleeper.
The 2.5.1 rail pad
The rail pad beneath the base of the rail acts to distribute load and serves as an elastically damping element to isolate vibrations. Due to the elasticity of the rail pads and the related
EXTRACT!
DB manual - Work procedures for permanent way maintenance36
sinking-in of the rails, the load is distributed over several sleepers. For elastic rail pads, DB AG demands static stiffness of 40 kN/mm to 70 kN/mm and dynamic stiffness of 50 kN/mm to 130 kN/mm.
Rigid rail pads have a static stiffness of approximately 600 kN/mm.
The types of 2.5.2 rail fastening
The rail fastenings described in the following are limited to the most common fastenings used by DB AG.
2.5.2.1 K superstructure on wooden sleepers
This rail fastening is a typical representative of a separate or indirect fastening. The rail is fastened onto the sleeper with the "ribbed plate/rail clip/T-head bolt" components (see Figure 2–19). This separation of the fastening has proved appropriate in both design and technical construction terms. The sleeper screws' bending stress is disadvantageous.
(or Kpo 6)
Abb. 2–19: K superstructure on wooden sleepers Graphic: DB AG
Vossloh 2.5.2.2 KS superstructure with tension clamp Skl 12
Frictional tensioning of the rail is achieved using two tension clamps, each offering a ten-sioning force of approximately 13 kN through the spring arms. The centre loop of tension clamp Skl 12 (Fig. 2–20) serves to protect the rail against tipping. The rail fastenings can be pre-assembled on the sleeper at the sleeper factory.
The superstructure with tension clamps (KS) is applied on steel sleepers by welding the ribbed plates onto the sleeper.
DB manual - Work procedures for permanent way maintenance37
Hexagon Nut
Rail
Sleeper Screw Ss
Spring Washer Fe
Rail Pad Zw
Ribbed Plate Rph
Washer Uls
Tension Clamp Skl 12
T-Head Bolt Hs
Wooden Sleeper
Rail fastening system KS on wooden sleepersAbb. 2–20: Graphic: Vossloh Fastening Systems GmbH
2.5.2.3 Superstructure W14 with tension clamp Skl 14 on concrete sleeper
As in the case of the KS superstructure, frictional tensioning of the rail is achieved using two tension clamps, each off ering a tensioning force of approximately 10 kN through the spring arms. The centre loop of tension clamp Skl 14 serves to protect the rail against tipping (Fig. 2–21).
Rail
Rail Pad Zw
Plastic Dowel Sdü
Concrete Sleeper
Angled Guide Plate Wfp
Tension Clamp Skl 14
Sleeper Screw Ss
Rail fastening system W14 Abb. 2–21: Graphic: Vossloh Fastening Systems GmbH
EXTRACT!
EXTRACT!
EXTRACT!
DB manual - Work procedures for permanent way maintenance38
2.5.2.4 Rail fastening on Y-steel sleepers
Supporting point S 15
Sleeper screw
Tension clamp
Clamp dowel
Intermediate plate
Rail pad
Guide plate (inner)
Guide plate (outer)
Steel sleeper
DesignationItem Units Abbreviated form Drawing No. Material No.
Rail fastening S 15 on Y-steel sleepers Abb. 2–22: Graphic: ThyssenKrupp Gf T Gleistechnik GmbH
2.5.2.5 Superstructure 300 with tension clamp Skl 15
This fastening system is suitable for all ballastless track system laying methods.
The highly-elastic intermediate plate replaces the elasticity of the ballast bed. A steel pressure distribution plate with corresponding rail pads is used to achieve better load distribution on the elastic intermediate plate.
The rail rests on this and is held in position laterally by plastic angled guide plates. The long elastic spring travel of tension clamp Skl 15 provides the rail with permanent frictional tension. The height and track gauge of rail fastening system 300 can be adjusted by -4 mm/+76 mm and ±8 mm respectively. With spring travel of approximately 15 mm and a hold-down force of around 2 x 9 kN, the two free spring arms frictionally tension the rail with the concrete sleeper.
DB manual - Work procedures for permanent way maintenance39
Ihre AnzeigeYour Advertisement
DB manual - Work procedures for permanent way maintenance40
All fastening parts can be pre-assembled at the sleeper factory (Fig. 2–23).
The DFF 300 system with tension clamp Skl 15, which can be regulated by at least 60 mm and 46 mm in terms of height and track gauge respectively, can also be used for repair and redevelopment purposes (Fig. 2–24).
Rail
Rail Pad Zw
Base Plate Grp
Elastic Baseplate Pad Zwp
Plastic Dowel Sdü
Concrete Sleeper
Angled Guide Plate Wfp
Tension Clamp Skl 15
Sleeper Screw Ss
Rail fastening system 300 with Skl 15Abb. 2–23: Graphic: Vossloh Fastening Systems GmbH
Rail fastening system DFF 300 with Skl 15Abb. 2–24: Graphic: Vossloh Fastening Systems GmbH
DB manual - Work procedures for permanent way maintenance41
The ballast bed2.6 The ballast forms part of the superstructure and has the following tasks:
Transferring and distributing vertical forces from the sleeper into the subgrade,❚❚
Securing the position of the track in the lateral and longitudinal direction,❚❚
Keeping the superstructure dry thanks to water and air permeability,❚❚
Adjustability of the track bed.❚❚
The ballast bed consists of crushed natural stone with a coarse grain size of 22.4 mm to 63 mm. Hard stones such as granite, basalt, diabase, etc. are most suitable.
DB distinguishes between new ballast and reprocessed ballast. New track ballast has to be produced using rock found in quarries. Reprocessed ballast – also called recycled ballast – is old ballast which has been treated in reprocessing plants after removal from the track. The requirements on new and recycled ballast are regulated in DB standard DBS 918 061 "Technical terms of delivery, track ballast". It specifi es geometrical and physical require-ments as well as requirements relating to purity and the characteristics of the stone.
Ballast class "S" is a special type of ballast. This is installed along track sections with speeds of v > 230 km/h. Particularly high requirements are therefore made on ballast class "S".
When working on the ballast bed, the ballast embankment should be created with an inclination of 1 : 1.25. When designing the ballast profi le, a ballast embankment inclination of 1 : 1.5 must be used as the basis.
The ballast embankment inclination of 1 : 1.5 is used to determine the base point of the ballast embankment on the subgrade. The 1 : 1.25 inclination (natural angle of repose of ballast) ensures adherence to the track bench width in the event that the track is raised due to tamping work. A calculation programme for determining the embankment base point and the volume of ballast required is available in guideline 823.0100Z08.
The required track bed thickness is dependent on the sleeper spacing, the sleeper width and the ballast's angle of repose, and is at least 30 cm beneath the lower edge of the sleeper (measured as of the lower edge of the sleeper beneath the non-superelevated rail). A thickness of 35 cm is required for high-speed lines as of a speed of v > 230 km/h.
The standard track bed thickness must be produced in accordance with annexes 04 – 06 of guideline 820.2010. In addition, the thickness of the track bed beneath the rail support should not exceed 60 cm.
To prevent the track from slipping to the side, a ballast width of 30 to 50 cm is required up to the ends of the sleepers. In addition to the ballast in the space between the sleepers and beneath the sleepers, the ballast up to the ends of the sleepers contributes signifi cant-ly towards lateral displacement resistance.